VJMC #121

PROJECT KAWASAKI KZ650... CONTINUED

K2 TALES HONDA CB750

CLASSIC THUMPER YAMAHA XT500

VINTAGE JAPANESE MOTORCYCLE CLUB - AUSTRALIA

+ NEWS EVENTS CLASSIFIEDS RIDE REPORTS AND MORE

ISSUE 121 Summer 2010/11Quarterly Club Magwww.vjmc.org.au

2011NATIONALRALLYUPDATE

VINTAGE JAPANESE MOTORCYCLE CLUB www.vjmc.org.au2

VJMC Inc AustraliaThe Australian branch of the VJMC is a registered association incorporated in the state of New South Wales.

Objectives of the VJMC: To foster the preservation, restoration, riding and enjoyment of older Japanese motorcycles.

Postal address: VJMC Australia Inc, PO Box 146, Fairfield VIC 3078Website: www.vjmc.org.au

VJMC Australia CommitteePresident Jeff Eeles (03) 9482 1884 [email protected] Secretary Heather Garth 0416 358 882 [email protected] Treasurer Michael Catchpole (03) 9809 4046 [email protected] Area Rep Coordinator Jeff Eeles [email protected] Merchandise Phil Watkins (03) 9455 2777 [email protected] Librarian Lyndon Adams (02) 4945 1780 [email protected] Web Manager Raoul Punt [email protected]

BI-MONTHLY VJMC MAGAZINEThis is a forum for members in which they may advertise bikes and/or parts for sale or wanted, exchange ideas and restoration tips, seek advice, share opinions and experiences, or anything else relating to the club’s objectives. Contributions are very welcome.

Editor Tom Calderwood [email protected] address: 2/2 617 Spencer St, West Melbourne VIC 3003

V J M C I N C A U S T R A L I A

VINTAGE JAPANESE MOTORCYCLE CLUB www.vjmc.org.au 3

President’s Report| 4 |

Ride Calendars| 6 |

Ride Reports| 8-11 |

2011 National Rally Info| 12 |

Honda K2 Tales| 14-17 |

Yamaha XT500| 18-25 |

Project: Kawasaki KZ650| 26 |

VJMC Info & Services| 34 |

Classifieds| 36 |

Membership Renewal| 38 |

C O N T E N T S

121


It’s getting to that time of year when many of us are experiencing better weather than we’ve had for a number

of months.That means more time out on our wonderful VJ’s, more Club rides, shows, race meetings ………………. Ahhh, it’s great to be a motorcyclist!

2011 NATIONAL RALLY & AGMThe Rally Team up around Sydney are ploughing ahead with arrangements for next year’s rally. Elsewhere in this issue you should find further details. No excuses members (and friends) get your entries in and help make the 2011 Rally another huge success.

CONSTITUTION AMENDMENTSAmendments to the constitution may be made at the annual general meeting of this club, by the affirmative vote of a majority of members pres-ent and voting provided that notice of such pro-posed amendments shall have been published to all members at least thirty one (31) days before the meeting.

AREA REPRESENTATIVESAfter a successful first gathering, Allan Kensitt is seeing a bright future for the ‘Mid-Hunter Region’. Allan has now been confirmed, by the National Committee, as the Area Rep. for Mid-Hunter. Well done Allan, keep up the good work

on behalf of the VJMC up your way. Members, if you live around the Maitland, Greta, Branxton district and you haven’t been involved yet, jump on your VJ and go for it. Allan’s details are listed with the other Area Reps near the back of the magazine.Encouragingly, another member has put up his hand and volunteered to start another regional group. Dennis Flynn from Longwarry, Vic. has, at the time of writing, held an initial meeting of interested Victorian members in what could be called a ‘West Gippsland Region’.Following a strong showing from members, and potential future members in the region, Dennis is prepared to continue to arrange events out there. Well done Dennis and Allan.Many new memberships and enquiries are com-ing in from South Australia too. It has long been my desire to get something off the ground over there in terms of State representation. Hope-fully, by the time you read this, there will be further, substantial progress.

MEMBERSHIPSAs the Area Reps and some members will know, we hit rather a ‘bottleneck’ with membership processing. I’m pleased to say that the backlog has now been completely cleared. All new ap-plications, and renewals, are being processed with a quick turn-around time. Enhancements are being made to the membership database to

P R E Z R E P O R T

WELCOME TO ANOTHER GREAT ISSUE OF THE

VJMC MAGAZINE!


automate as much of the procedure as we can, but there is still some room for improvement yet.It has become obvious to the National Commit-tee that the whole membership process would be better handled by one person (as it was with Yvonne – now seen as a hero by the present Committee). Presently, there is a casual vacancy on the Committee for a position nominally called ‘Assistant Secretary’. The Committee is propos-ing to rename the position to ‘Membership Secretary’ and seek the assistance of a current member prepared to help in that area. The role would probably best suit a retired, or semi-re-tired member, preferably a reasonably well orga-nized person, computer literate (a knowledge of Microsoft Access would help, but not essential), able to commit a couple of hours every few days to processing new member applications and member renewals. If you think you could help, contact me on [email protected]

VJMC MAGAZINE – CLASSIFIED ADSWe’re still looking for more classifieds, like we had in the Newsletter. We haven’t stopped them, nor are we discouraging them.So, if you have anything you want to buy, sell or swap; if you’re after some information; or, in need of some technical help, we want your advert! Editor Tom’s details are elsewhere in this issue … send ‘em in!

Finally, I wanted to end with this anecdote.Recently, a member (we’ll call him Member A) wrote to me expressing a little dissatisfaction with aspects of the Club and later, unknown to me, had decided he wouldn’t renew his club membership which was soon up for renewal.Again, completely unknown to me, a member in another State (Member B), through read-ing messages on the website forum, recognised that Member A had certain professional skills in an area where he needed advice. Member B telephoned Member A to ask advice and, appar-ently, a long conversation ensued about many subjects apart from the original issue. Member A then contacted me, relayed all this to me, and indicated that because of the enthusiasm and interest from Member B, he would now renew his VJMC membership.So folks, it’s not all about bikes. The contact we have with each other is important, and valuable. Sometimes, it’s just helping each other, over the forum, sort out bike problems. However, if you have some other professional, trade or hobby skill/knowledge, and don’t mind answering the odd question, why not tell us what your ‘spe-cialty’ is. It adds value to your membership, and might just help others.

Regards to allJeff Eeles


C A L E N D A R

MEL-BOURNE METROWe have a new Melbourne Metro

Events Calendar, a printable version can be found and downloaded from

our National website. Below are events up to the end of this year. As rides and events are subject to change please check the website or contact the event organiser to confirm details. See you on a bike, Neale

NOVEMBER 2010• 26th,27th,28th: Australian Motorcy-

cle Expo• 30th:Social evening at Grandview Hotel, Cnr

Heidelberg Road and Station Street, Fairfield (Melway 30 K12) from 7:00-7:30pm

DECEMBER 2010•4-5th: Bel-Ray 6 Hour Phillip Island•5th: Studley Park Boathouse Contact Phil

Watkins for details: [email protected]•12th: MRA Toyrun

For details: www.toyrun.org.au•14th:Mid-week Lunch 12:30pm. Meet outside

Target Store, 236 Bourke Street, Melbourne (between Russell & Swanston).

•14th: Pre-Christmas Social evening at Grandview Hotel, Cnr Heidelberg Road and Station Street, Fairfield (Melway 30 K12) from 7:00-7:30pm

•28th: Social evening at Grandview Hotel. Cnr Heidelberg Road and Station Street, Fairfield (Melway 30 K12) from 7:00-7:30pm

S.E. QLDSunny Queensland. Who bloody said that?

Well last Sunday was a lovely fine and cool day (1st one for weeks) for our Break-

fast Ride to Toorbul just north of Bribie Island. Although Toorbul is only a little over an hour north of Brisbane it is a sleepy little coastal vil-lage that appears to have been forgotten. Its like a little village from the 60’s or 70’s with no high rise, just a store, tavern and caravan park. About eight bikes left the Caltex Garage at Castledine on Brisbane’s northside . Ray was trip leader for the day and he took us on a ride through several back roads past the very full Lake Samsonvale and past the western side of Narangba to Caboolture and onto Toorbul. Pret-ty soon we were tucking into a beautiful cooked breakfast for $10.90 at the Toorbul Tavern and taking part in varied discussions. We left around mid morning and headed home to watch Casey win his 4th Island GP. A great breaky, a great ride and for a change, great weather. We have had weeks of rain with several rides washed out.Although the Boonah ride with a visit to the Panorama Museum was wet a few of us ventured out there in the cars. The museum is great with a range of exhibits to check out including bikes, cars, crockery, gramaphones, cameras, lanterns etc. While we were out that way we mapped out route for the next ride there in late November.Prominent member of the Gold Coast Enthu-siast’s Motorcycle Club Joan Graham has been nominated for various awards for her services to the motorcycle industry. Joan was nominated in a local event on the Gold Coast by Roz Bates who is the local state member for Mudgeeraba. From here Joan was nominated for the Queensland State Volunteer Awards in the Sport & Rec-reation division. Joan is one of 12 finalists in


the category. The awards are to be held with a dinner in Brisbane on Friday October 29th. Joan has been an enthusiastic helper for not only their own club but also the Historic Motorcycle Club Of Qld, The Vincent Owners Club, The British Single’s Club, The Vintage Japanese Motorcycle Club and the Honda CB750 Club. It has been rumoured that she could raffle ice blocks to the eskimoes, and her efforts in this area have raised quite a lot of money for each of the clubs. In ad-dition to fund raising Joan and Ron show their support by attending many functions put on by the various clubs. Congratulations Joan and all the best on the 29th.The South East QLD VJMC support the Honda CB750 with their “Living In The 70’s Day” at Pro Honda in Rocklea. The 750/4 club had several 750’s on display and we had about eight of our members bikes there too. The Honda club had a sausage sizzle on the go and Pro Honda had test rides on the new Honda CB1100F. The new retro styled machine looked quite smart and several members took it for a test ride.

Keep It SafeRegards, John McNair

NOVEMBER 2010• Tuesday 9th; Club meeting at Belmont

Tavern in the Belmont shopping centre cnr Belmont Rd and Burstall Ave Belmont at 7pm. Good meals and safe parking for bikes.

• Sunday 21st; Gold Coast Enthusiasts Motor-cycle Club Poker Run. Cash Prize plus Rolling Bike Show. Depart BP Garage Yatala (exit 38 of M1 Motorway) at 8am for ride to GCEMC Clubhouse at 238 Mudgeeraba Rd Mudgeer-aba for 9.30am departure from there. $20.00 includes Breakfast and lunch at the clubhouse.

• Sunday 28th; Sunday 28th; Day ride to the Panorama Museam at Roadvale near Boonah. Museum includes motorcycles, cars, station-

ary engines, radio’s, lamps, gramaphones, old crockery and many other displays. $10 admis-sion includes Devonshire tea. On to Boonah for lunch and visit to Ned Kelly’s motorcycle clothing and accessories shop. Leave from Macca’s near the Woolworth’s garage War-wick Rd Yamanto at 9am.

DECEMBER 2010• Sunday 12th; 2010 VJMC Club Christmas

Party. Party held at Ron & Joans house 53 Albert St Eagleby. Off street parking plus swimming pool and a shed visit. Cost is $10.00. Catering by Joan and helpers. Starts at 12 noon.

• Tuesday 14th; Club meeting at Belmont Tavern in the Belmont shopping centre cnr Belmont Rd and Burstall Ave Belmont at 7pm. Good meals and safe parking for bikes.

• Sunday 19th; Breakfast at the Jetty Café on Redcliffe Parade opposite the Jetty. Meet there at 8.30am.

JANUARY 2011• Tuesday 11th; Club meeting at Belmont

Tavern in the Belmont shopping centre cnr Belmont Rd and Burstall Ave Belmont at 7pm. Good meals and safe parking for bikes.

• Sunday 16th; Historic Motorcycle Club of Qld Breakfast Ride to Wivenhoe Lookout Mount Glorious. Bring some bacon & eggs for a barbeque. (over 100 bikes at 2010 event) Leave from BP Garage Waterworks Rd (just before Payne Rd) Ashgrove at 7am.

FEBRUARY 2011• 5th & 6th; Swap meet at the Australian

Motorcycle Museum.

C A L E N D A R


TAMWORTH AREA GROUP REPORT

Words Paul Rowling

Greetings from the Northwest! Over the winter months our group has continued its’ steady growth and we now have

a shade over twenty financial members of the VJMC. We also have several more people in the process of signing up or else who continue to

express interest in doing so, (have to keep work-ing on them). In July we had a second article in a local newspaper; this time we scored the cover story, which put us on pages one and three. Several enquiries have followed so perhaps when the weather warms, things will hot up a bit.A few of us attended the Tamworth and Districts Antique Motor Club’s inaugural Rally Ride held during the first weekend of July. They had a very respectable turn out, with some lovely old motorcycles of all heritages in attendance, many having travelled from far and wide. As the weekend was well organized the rides were well subscribed and run without a hitch. I can attest to the efficiency of their retrieval system as unfortunately the little ’72 succumbed to a motor malady and had to come home on the back of a trailer! The problem has since been traced to the fuel leaning off due to a combination of an intake leak, running too low an octane fuel and probably me having set the timing a little too far

R I D E R E P O R T


advanced. There’ll only be premium for the little beastie from now on and I’ll be a bit more fas-tidious with the timing. A somewhat embarrass-ing experience having just rounded up a number of Brit bikes before having to pull over trailing a cloud of blue smoke, some learning curves can be pretty steep.The group has continued with our “Bench Racing” monthly social meetings. These are normally quite well attended, with a rota of at least fifteen or so members turning up, everyone enjoying the company of like-minded souls. We have also continued with our monthly ride days, and as the warmer weather approaches we expect to expand these and travel a little further afar, thus moving on from the ‘Round the Block’ format we have been using to date. Several of the lads are working on resto projects and most of these should surface during the spring or early summer. We now have four motorcycles on conditional registration, and a couple more lined up to join them. I suspect that we will have to put more of our older bikes on historic rego thanks to the government’s greenslip gouging, especially the smaller capacity machines. Their spin is interesting, 900’s cost ten bucks or so less and 250’s nearly two hundred more, so they say fifty percent of riders are paying less so what’s wrong with that!

We have a couple of events planned for Novem-ber; firstly we are planning to meet up with the boys from the Manning, and maybe the Hunter, at Walcha for a ride and social weekend. Should be fun to catch up with them and the riding up in the mountains is always enjoyable. Secondly, we are in the early stages of organizing a “Bike Show” that we’ll be holding in main drag on the Market Sunday. The objectives of the show are to increase our profile in the community and raise a little money for prostate cancer research. The details of the event are yet to be finalized but we have in principle approval from the local council, the space has been allocated and a number of the blokes have put their hands up to attend. We will most likely have twenty or thirty bikes on exhibit if everyone turns up on the day. We will also obtain some pre-event publicity in the local media and so with luck things should fall into place nicely. We are unsure yet how to actually extract the funds from the punters: admission fee, coin donation, raffle….?? We’ll probably keep it simple and just go with coin donations; let you how it goes. Had your PSA checked?

Cheers, Motopaulie

R I D E R E P O R T


THE VINCE HUNTER REPORT

Words Vince

JULY 2010

H i everyone I hope you are all fit and in good health and the cold weather is not getting to you. It doesn’t seem

to have had an effect the Hunter members. We have had three very well attended events in the last couple of months. The first was a display at Home Hardware Morisset where 26 bikes turned up, including two from belonging to Sydney members. Both the owner of the store and myself appreciated the effort very much. Thanks Guys and Gals. The second was on the 28th June was a ride up to Chichester Dam for a sausage sizzle, and I un-derestimated just how many would turn up, and had to send out an SOS for more sausages. Not that I am complaining, it was a welcome change. I would like to thank Bronwyn Kendrigan and Sharon Murphy for doing the cooking and Bob

Murphy for getting the extra snags. Sixteen bikes, three pillions and a car with three mem-bers attended and the weather was just great after the very threatening weather leading up to the Sunday, and all enjoyed the day. The third was on 18th July we rode off to Jeff Wolfgang’s Mechanical Museum (Big Shed) near Denman on the Golden Highway. Ian Smith, Jeff Lockhart two friends and myself left my place and continued up to Edgeworth Macca’s where there was a sea of motorcycles. Twenty of us left Edgeworth. Apart from a short warm-up stop in Cessnock, next stop was Broke where we were to pick up a couple of more members. On the way to Cessnock there was a bit of drama, Bruce Robinson had to do a bit of moto-X riding up a dirt bank to avoid another rider, but Bruce doesn’t think that he will change from road to dirt riding any time soon. When we arrived at Broke, I looked around and there were lots of bikes like Z9’s, Suzuki GSX ’s that would fit right in with our club, but thought that can’t be right, they aren’t with us, but they were, I was wrong. When we left Broke thirty-two bikes were lined up behind. We picked up Ken Hughes and another member in a car (from Sydney) on the Putty Road. I couldn’t believe it, it was such a great turnout. There were four clubs at Wolfgangs’ that morn-ing - the Singleton Classic Club, the Coalfields Classic Club, a couple of Ulysses Club members

R I D E R E P O R T


and of course the VJMC. I knew it would be a well attended ride because of the phone calls I had been getting during the week, but this went beyond my expectations. Jeff (Wolfgang) has everything from a penny farthing, motorcycles, trucks, tractors and a lot more. I could relate to some of the trucks he had as I had driven the same makes and models many years ago. We paid a small fee for which we received entrance, tea, coffee and a BBQ lunch. There wasn’t enough time to see everything so we are going again in 2011. Many thanks to those who turned up making it a great VJ day.Many thanks, to Jeff Wolfgang and his helpers for their hospitality. It was greatly appreciated.

SEPTEMBER 2010The Hunter area over the last few months has had some very nice club rides and have been very well attended e.g., the Chichester Dam run, Jeff Wolfgang Shed run on the Golden Highway, and the last but not least the Moonan Flat run, which for some of us, was nearly a 500k round trip, but no one was complaining about the dis-tance. We kept off the New England Highway for most of the way, going through some spectacular country with Scotty McCrohon, leading the way. We had to go over a causeway with water cover-ing it by about a foot deep. Phil Kendrigan dived in first on the Beemer, then me on the triple with

the others eleven riders following, the bottom half of the bikes were a little dusty so it was all good. It was good to see Warren Sydenham on the ride; I hope he can make it more often. After a nice lunch and rest we headed home. Some of us misunderstood what others were doing in regards to the way we were taking home. I apolo-gise to those who were left wondering what had happened to everyone, we are trying to rectify this for the future. The Cessnock Swap meet is over for another year. I had the Club Stall there, but things were very quiet. I did get a chance to have a walk round and see quite a bit of motorcycle stuff, and got myself a few bits, which is good. On the 12th September we rode out to the Broke fair, only four bikes went along, Danny Fennell, Lyndon Adams, Jeff Lockhart and me. The Northern Hunter guys all made their own way there earlier. Lyndon had to take it easy on the newly restored Honda 750F1 Super Sport, the motor has been rebuilt so IT had to be run in, and so caution was the order of the day. The Broke fair is getting bigger and bigger, with cars, trucks, bikes, stalls and entertainment. You need a full day to take it all in. Just a quick word on the meeting at Club Macquarie, they are going well, but we can always do with more members coming along. So until next time.Stay safe, Vince

R I D E R E P O R T


2011 VJMC NATIONAL RALLY

Date: 4th-5th–6th March 2011

Location: Warilla Bowls & Rec Club, Jason Avenue, Barrack Heights 2528 Phone 02-42959595

Warilla is on the NSW mid South coast, about 30km south of Wollon-gong, close to the Illawarra ranges, Macquarie Pass, Kiama, the South-ern Highlands etc.

ACCOMMODATION AVAILABLE:

WARILLA BOWLS & REC CLUB Cabins (at club / Rally site) – VJMC price is $95 per night. 9 Double bed cabins – sleep 4 (one double/2 single)6 Single bed cabins – sleep 4 (2 single + a double bunk bed)Cabins have a kitchenette/microwave, bath-room, TV etc. Cabins are all set in a park area with gas bbq’s etc , secure parking area (boom gate access), continental breakfast available, etc. Accommodation Contact – Tracey Stevens or Karen Dennis 02-42959595

WARILLA BOWLS & REC CLUB UNITS Unit price – VJMC is 104$ per night.4 units at 49 and 55 Jason Avenue (adjacent to the club / Rally site). One double, one single and a double bunk bed (sleep 5), full kitchen, bathroom etc with TV, laundry. Accommodation Contact – Tracey Stevens or Karen Dennis 02-42959595 at the club.

N A T I O N A L R A L L Y


LAKE WINDERMERE CARAVAN PARK120 Osborne Parade, Warilla, 2528. Opposite Warilla Beach & across the creek from the rally site (access by footbridge over the creek (5-10 min walk) up to 10pm or by road (a 5 min-ute drive). Caravan & camping sites, both powered & un-powered. Cabins - some with ensuite. Located on the shores of Little Lake and close to the pa-trolled beach at Warilla. Bookings can be made between 2pm-5pm. Phone 02 -4296 2610Directions: From the Shellharbour Road turn into George Street, Warilla. Travel straight to end of George Street you will come to a T inter-section, turn right into Osborne Parade, Lake Windemere Caravan Park is 300m on your right hand side. Drive into the drive way and follow around to the office.

Rally cost and Meal packages – still work in progress. The VJMC has booked the dinner/AGM for Saturday night 5th March at the Warilla Bowls & Rec Club Diamond function room. Rally & meal booking forms will be available soon.

Booking Accommodation: Please book your accommodation directly with the Warilla Bowls club or Lake Windermere Caravan Park at the above numbers if you are staying there or alternatively the Shellharbour Accommodation Guide (www.tourismshellharbour.com.au) has a comprehensive list of local accommodation.Rally Registration – registration forms are avail-able to download from the VJMC website (vjmc.org.au) or contact Steve Phelps 02-94562851

VJMC RALLY CONTACTSSteve Phelps – 0294562851 or Alan Dykstra 02-98247165Post – VJMC Rally Registrar 5B Alan Road, Berowra Heights 2082.



K2 TALESSE Queensland regional rep John McNair reflects on a 36 year relationship with his beloved Honda CB750.


I purchased my K2 750 Honda four from Brian Collins Motorcycles in Parramatta NSW on March 28h 1974. Shortly after-

wards it was fitted with a set of Craven panniers and top box for trips. Made in England, the Craven system featured fiberglass panniers with metal bracing strips around them on a steel rack with clamps that allowed the panniers to be removed for overnight stops.On the June long weekend, only about ten weeks after buying the four it was thrown in the deep end with a trip to the Brindabella Ranges south of Canberra for the 1974 Alpine Rally. Once out of Canberra we climbed up over Piccadilly

Circus, which was the highest point on the road and the whole area was covered in a nice coating of snow. The road was covered in about 30mm of mud and slush. Although there was no snow at the camp site it was quite cold with the overnight temperature dropping down to below zero. Natu-rally it was a big clean up when I got home. The bike was noticeably heavier in the muddy condi-tions than my previous CB500 Four was.Two weeks later the 750 was headed south again to Bungonia, south west of Goulburn for the 50th Anniversary Rally of the 1st motorcycle GP which was held over a 60 klm all gravel road circuit around the area. Jack Frost dropped in

K 2 T A L E S


through out the night and left a nice coating of white ice all over my bike for me. No worries for the K2.In January 1975 we started the New Year with a ride to the Clubman Rally which was held in the Warrumbungle National Park near Coona-barabran. Heavy rain on the day before had several roads cut however I made it up to the central western town of Dunedoo before having to cross the flooded Talbragar River. The current wasn’t too strong and although the water was up to the top of the wheels, old faithful powered through with the four pipes sending water bub-bling up higher than the tail light. Once out the other side the bike cut out. Checked the points and plugs, plenty of spark there but water had got in the airbox and wet the filter. With the filter out she fired into life and away we went ready for the next two river crossings and red clay.In February 1975 I took the Honda to Tasmania. Our group of 8 bikes and 10 people rode down from Sydney to Melbourne where we boarded the Empress Of Australia for the overnight cruise to the apple isle for 17 days. What a great trip that was. Boxing Day 1976 had myself and three mates, all on Honda Four’s, headed north to Queensland for a couple of days on Stradbroke Island at Point Lookout. The road from Dunwich to Point Lookout was a real challenge with only a short bit of it sealed with rest being a mixture of corrugations, deep sand and rocks. Then it was back to Brisbane for a New Years Party with members of the Queensland branch of the Four Owners Club which started in the USA in 1969 with the release of the Honda Four and started in Australia in the same year. The club went on to include other fours as the other marque’s released various models.With just over 30,000 miles on the clock the 750 was back at the Clubman Rally in late Janu-ary with a new colour scheme. In late 1975 the bike was resprayed black with standard style strip on the tank in letterbox red with white pinstriping. The Four was ridden on several

club rides throughout 76 and 77 including the annual Easter Motorcycle Races at Bathurst. In 79 the bike was at the National Four Owners Rally in the Warrumbungle National Park near Coonabarabran NSW and then off to the World’s End Rally at Quorn in the Flinders Ranges in South Australia. Along with a Suzuki GS1000G, Kawasaki Z1R1000 and a Yamaha XS1100 we left Sydney around lunch time on a Thursday for o’nite in Dubbo then the next night in Peterbor-ough SA. Saturday night was at the rally, leaving at around 11am for o’nite just east of Cobar and back in Sydney at 5.30pm Monday. Distance = 2,250 miles or about 3100 klms.Into the 80’s and the K2 made a few weekend trips to Melbourne and back for parties with the Victorian Four Owners Club and motorcycle race meeting at Laverton Airforce Base with many top riders including Giacomo Agostini. With over 85,000 miles on the speedo we were off to the Sapphire Rally in June 1982 and the Sydney Toy Runs in 82 and 83. The Clubman Rally was moved to Jingellic on the Murray River east of Albury in 83 and yes we were there as well as the 83 National Four Owners Rally at Corryong in Victoria. There were several other rides and rallies throughout the 80’s and a top end overhaul in late 85 with 106,000 miles on the speedo. Some of the parts cost an arm and a leg including a cam chain $19.30, gasket kit $29.95, cam chain roller $6.95, 4 pistons $118.00, 4 rings $70.24, 4 plugs $7.00 and 8 valves $41.30. Pity they weren’t that cheap today.In 91 I moved to Queensland and with a new house the old girl took a back seat for seven years, going back on the road in 1998. In 2003 I rode down to Morpeth in the Hunter Valley near Newcastle for the Vintage Japanese Motorcycle Club Rally. Over the next few years the bike received another re-spray, this time in red with a gold stripe on the tank. There were many other club rides with Honda CB750/4 club since then and the motor is currently under going a full rebuild at just under 120,000 miles.


YAMAHA XT500EQueensland member Brian Gainsford and his Yamaha XT500 have been in a committed relationship for more than three decades. We asked Brian to reflect on their times together.




L ove at first sight is the only way to de-scribe my introduction to this XT500E.Early one morning in January 1978

whilst parking my Honda XL250 in the motor-cycle sheds, a work colleague pulled up alongside with this XT500E. I was awestruck by the beauty and appeal of this beast. There and then I asked for first refusal when he chose to sell. As was customary in those years, Japanese motorcyles in South Africa were identical in most cases to the European models. The stock was un-loaded from the ships rounding Africa en route to Europe. My colleague was an avid motorcyle en-thusiast and had for many years bought the latest bike of the day in the crate and would assemble it making small modifications he had read about in American or European bike magazines. He would keep these bikes for a few months before selling them to start the next project.

So when he received this XT500 in December 1977 he cut the spark arrestor from the centre exhaust section, diverted the oil feeder pipe to the exhaust rockers side of the head and trimmed the side edges off the bash plate. He replaced the standard air cleaner with a K & N filter. Then proceeded to assemble it his way. True to his word, in March 1978, with a few hun-dred kilometres on the clock he offered the bike to me for the price of a new floor model. I jumped at the chance and bought this bike. Initially my intention was not to take it bush. I would use the XT on the road and XL250 in the bush. Unfortunately later that year I T-boned a Volk-swagen Beetle whose driver ran a stop sign. The XT suffered severly. The forks and front wheel needed straightening. The yokes , headlight, front mudguard and tank were replaced with new. Luckily I only broke an ankle having been

X T 5 0 0 E


thrown about 30 metres and landing on my feet. A friend rebuilt the bike to its former glory whilst I hobbled on crutches. After the rebuild the bike went bush and was no longer just for road use. It was now being used for what Yamaha had intended.The most memorable of the trial riding and bush bashing was in the mountain Kingdom of Lesotho.Lesotho is entirely land locked by South Africa and populated by the Basotho African tribe who are reknowned in Africa for their horseman-ship. For the greatest part of its history, horses and donkies were, and still are, the main form of transport because of the rugged terrain and lack of roads.In 1977 we decided to conquer the Maluti moun-tains of Lesotho over the Easter long weekend. The first trip saw us challenge Letele pass, strewn with rolling boulders the size of soccer

balls and also solid rock wall formations that required the bikes to be lifted up by hand. Also on this trip we crossed the full flowing Orange River in a wooden rowing boat.The two following trips took us up Sani Pass, in the Drakensberg Range, which is also incredibly steep with a climb of 1330 meters in only eight kilometres. There is a short incomplete video clip of one of these trips on YouTube titled “1980 Lesotho Bike Ride”. Unfortunately the 8mm cine camera never lasted the full distance as it could not handle the vibration.From 1984 to 1997 the XT was seldom used. It was garaged and covered to protect. Even then I felt it was special and had long term value. Apart from that I had years of good memories. In 1997, we as a family, decided to emmigrate to Australia and I faced the delimma of what to do with the XT. We sold the house, sold the cars,

X T 5 0 0 E


but not the XT. The removalist loaded the furni-ture and all our other worldly possessions, and still no decision on the XT. Numerous offers to purchase were rejected. Finally, one week before our flight I decided the XT was going with us to Australia. On the day of departure and on the way to Johannesburg International Airport I left it with a freight company for them to crate and ship. Two months later it arrived in Brisbane. It was time to go biking again and for that I needed a roadworthy and Queensland registra-tion . For the first time in 20 years the indicators were fitted. I started using the bike again on Sunday morning rides until one morning on my return I tried to restart the bike and the kickstart was limp and so unintentionally started the restoration. Although the bike had never been trashed, it showed signs of good use. Whilst sitting on the floor working on the kick start, I had a chance to

have a good look at the wear and tear. Without the intention of a nut and bolt rebuild, I started stripping off various parts for cleaning. Before long it was only the frame, motor and harness still intact. The decision had been made, photos were taken of what was left and the rest was stripped. The wheels and fork legs looked very sad. A local wheel rebuilder suggested we polish the rims and respoke with stainless spokes. The hubs were sandblasted and powder coated. The rims polished and after a few weeks the wheels looked better than new. The forklegs were pol-ished and the frame, swing arm and a few other bits and pieces were powercoated. The nuts, bolts, plates and clamps were bright zinc plated other than where chrome was original.It was obvious the tank would need a respray and new decals applied, however I was reluctant to strip the tank as I was convinced the refur-


bished tank would never look like the origi-nal. At the VJMC Rally swap meet in 1998 on Tamborine Mountain I bought a second hand tank for $60. The original tank and this newly acquired dented tank were delivered to the paint shop for refurbishment . Again the result was magnificent! I was feeling more confident and the project was taking shape. Next was the motor. No need to strip as it was mechanically sound and running strong, having been frequently serviced. The side covers on both sides needed replacement because of dam-age. Good second hand units were purchased. After much negotiation with one of the local pan-el shops the motor was thoroughly cleaned and spray painted. The carburetor stripped,vapour blasted and refurbished. The wiring harness was stripped of its cloth sheath, checked for damage and then resheathed with polyester braided sleeving and electrical tape. The seat which is original and still in good

condition was simply cleaned and polished. The exhaust is original and became an issue as I progressed towards completion. I bought a new aftermarket header and exhaust, only to find it a poor replica in quality and workmanship so it was packed away for future use. The old muffler was cut open and the loose baffle plates removed and then welded up. After sandblasting, it was resprayed with a undercoat and many thin finishing coats, and still looks good today after a few thousand kilometers.The reassembly was going like clockwork until one night the bike fell off the stand on top of me. Although not hurt I did not want to move in fear of what damage I had caused the bike. Fortu-nately nothing was damaged except my ego. It was never my intention to restore it to con-course condition, however as it progressed I realised the bike was looking better than when it was new. Finally the day came to roll it out of the shed and start it for the first time in more than


a year. The XT’s were notoriously difficult to start, however this one never suffered the same problem. To my utter disgust the thing would not start. During the kickstart repair I had inad-vertently got the timing gear 180 degrees out of phase. That sorted and with some fine tuning of the carburetor she was running perfectly.The bike is ridden most weekends around South East Queensland and only on the road. It has entered various rallies and bike shows and won a few awards, none more unexpected and rewarding than Best Restoration at the 2009 VJMC Rally, Healesille.Now that the restoration bug has bitten there are others in progress. A 1947 Royal Enfield 500J, a 1952 BSA Bantam and just starting a 1978 Yamaha XS750.

Yamaha’s first single-cylinder 4-stroke motorcycle, the TT500 Enduro machine without lights, made its debut at the 21st Tokyo Motor show in 1975. The street legal XT500 followed in 1976, and represented a whole new concept in trail bike design.

The bikes proved an instant success in the American market, where they were used mainly as recreational bikes for weekend off-road riding. With the machine’s image enhanced by a string of enduro wins in the USA, the XT500 became the bike of choice for a young generation of touring riders. After winning the inaugural Paris-Dakar Rally in 1979, and then the top four places in the 1980 event, a new generation of fans with a passion for adventure motorcycling was born worldwide.Funnily enough, Yamaha had at first been reluctant to start engineering a 500 single, knowing the problems and difficulties of the older English 500 singles, and yet ended up with a bike that became legendary for its amazing reliability.Thirty five years on from its launch, the XT500 can justifiably be described a a clas-sic that has earned its place in the history of motorcycling.

Engine Type 4 Stroke Single Overhead CamBore and Stroke 87mm x 84mmDisplacement 499ccCompression Ratio 9:1Net weight 138Kg

XT500


HEATHER’S BABY ZED PART IIIn our last issue, Sid Young outlined the start of the renovation of a 1977 z650B1, a 650cc Kawasaki that resembled a scaled down z900-A4 released the previous year. Now it’s time to move on to the next stage.



The Reassembly Begins!

The first phase of our “rolling restoration”; basi-cally involved Heather and I re-assembling all the parts that were removed earlier and sent away for repainting. In addition, we purchased a number of replacement items that were missing from the bike or replaced with sub-standard rubbish. When the frame arrived back from being powder coated, it looked pretty awesome, nice and clean, freshly painted and the box of goodies (the other bits we sent away) added to the excitement. For this bike we choose a satin finish on the frame and support pieces, primarily because the gloss would make it stand out too much. The consis-tency of the satin black finish on all the metal surfaces soon highlights any deficiencies in other areas. Fortunately for us, we sent a large assort-ment of parts off at the same time to get coated and we prepared all the remaining parts. With the frame back, we can assemble a large part of the machine in one go. The first task to do on the frame is to remove all the protective masking tape that has been put on threaded items like studs and openings and then clean up the paint from all the threads. With a collection of Button Dies and metric Hand Taps on hand, we clean up all the threads in around 30 minutes including the welded nuts which were full of baked on paint. The 650, like most other Japanese bikes of the era, has a mixture of metric course and metric fine thread pitches depending on the fastening requirement. In no time at all the threads are done and we apply some chromium based anti-seize to the threads of fasteners as we use them.The first item to install should be the engine, but it soon dawns on us that installing the centre stand might be a good idea before the engine goes in. That way we can lift the engine and frame up to the right height when the time comes. So on goes the centre stand (and side stand while we are at it), and using the same technique to remove the engine, we lower the frame over the engine. Next, we install all the

engine bolts with the engine on its side. Finally, we upright the frame and install the remaining engine fasteners.

Triple Clamp Assembly

To protect the frame coating we sit the frame on thick sheets and padded plastic packing as we are not yet ready to lift it onto the centre stand. Having it sit on the floor makes everything very stable and allows us to fit the key front and rear components before we need to lift the frame up onto the centre stand. Firstly we install the lower triple clamp, this involves fitting the new tapered roller bearings and lavish amounts of grease on them followed by the insertion of the lower triple clamp into the steering head. This is followed by assembling the top bearing the same way and bolting on the chrome cap and castellated nut to hold it in place. The steering head nut requires a “C” spanner to tighten it correctly, so a quick rummage through the tool chest yields an old “C” spanner. A read of the service manual tells us how much we need to tighten it up. Soon afterwards we assemble the instruments back onto the top clamp and the top cable clamps.

Top triple clamp installed with instruments


Rear End Assembly

While the bike is still on the ground, I decided to fit the new bronze bushes to the swing arm as the rear wheel installation first requires a swingarm and rear suspension to be present. The first step in doing this is to clean up the swingarm bearing race with some paint stripper (it was not masked up) and clean it back to new. Then using a spe-cial tool I had made up a few years ago to do the z900 swingarm (they use the same bushes). I use my bearing press to push the brand new bronze bushes back in and insert the spacers in the right order, in goes the new grease nipple followed by a lavish amount of Castrol Bearing grease. The swingarm on most old bikes is often a neglected item, later models use needle rollers which last longer while the earlier models use bronze bushes. With a new grease nipple fitted, the swingarm is filled with grease. Heather gets busy cleaning up the rear shocks and soon they are in a very acceptable finish and installed. The rear shock absorber mounts are both metric fine pitch threads, the top is M12 x 1.25 and the Bottom is a M10 x 1mm thread so care is taken to fit new chrome dome nuts on the top (with some anti-seize paste on both threads).Rolling the new wheel in becomes a simple task of lifting the rear end and rocking the frame

forward while the wheel and axle is slid in place. Once in, the chain is fitted, the rear brakes con-nected (they are drum brakes on this model) and the chain guard installed.

Taking Shape

With assembly work progressing at a great rate of knots, Heather and I decide to fit the front end, so I lift the front of the engine while Heath-er places a prop under the front, this allows us enough room to fit the forks and roll the wheel in before we need to remove the prop.On examining each fork leg, it becomes clear that the studs that hold the bottom caps are rusted and badly worn. Luckily I have a length of the cor-rect steel rod on hand from having done most of my other bikes, first four lengths are cut and then trimmer on the grinder. Wear on this part of the bike seams to be a common issue on bikes more than 25 years old! I warm up the alloy around the old stud with a propane bottle, and two nuts on the old stud quickly remove it. Then a few min-utes are spent fitting the new studs. At this stage we decide not to fit new seals so the forks are now ready to install, during disassembly we noted that the fork legs needed new hardchrome so we make a note to eventually send them away for hard chroming as the budget affords.

Rear wheel fitted with frame tilting forward.


When we disassembled the bike we discovered that the original headlight ears where missing and replaced with cheap poor quality headlight clamps, at that point we ordered replacements and as we re-assemble, the replacement parts are brought out and installed. To make it easy to assemble the headlight shell, the forks are slid in and the fork ears installed at the same time.To fit the headlight ears correctly, involves a rubber seal, a chrome cap and on top of the fork ear a chrome cupped piece that rests under the triple clamp. Unfortunately, the chrome caps are impossible to get at present so we leave these out and put it all together. After we assemble the headlight ears, we start on the front brakes.When Heather disassembled the bike she de-cided not to strip the brakes but keep them fully assembled as they were in working order despite being very tired looking. Heather removes them as a unit from the storage box and we re-install them. In future we shall remove the caliper, strip the old paint off it and get it over to Wayne Jacobson at Specialized Blasting Services to water blast it back to a surgical clean finish. Then on re-assembly we will repaint it and fit a new caliper kit, complete with new stainless fit-tings for the bleed nipple and banjo bolts. With no headlight shell in place, the master cylinder assembly can be placed correctly and the brake lines routed as per factory layout.

When we ordered the headlight clamps we also ordered all the cable clamps so we now have all the original bits that have usually disappeared from most mid 70’s bike that I’ve seen restored over the years. Maybe the owners were lazy when they took bits off and forgot to put them on, either way there are replacements available aftermarket these days.

It Rolls!

With the forks in place, the wheel rolls into place, a quick check of the speedometer drive orienta-tion and some routing of the cables and the installation of the front guard complete the major assembly work. We lift the bike off the prop stand and it is now sitting on the centre stand and front wheel... it looks like a z650 ready to go. Most of the reassembly work takes an evening to do as everything is on hand (this is where planning the build before hand allows for rapid assembly). The largest job is yet to come and that involves repairing the wiring harness and all the items that connect to it.

Installing the wiring loom

Motorcycle wiring appears to strike fear in the minds of most bikers especially on an old bike where the chance of the wiring harness being unmolested is small. Replacement harnesses are available for popular models like the z900 and z1000 but for the z650, no exact replica yet exists. In part I of this series of articles I started to tackle the wiring. As we reassembled the bike the wiring repairs were still being undertaken,

Stud machining and fitting

Wiring on bench.


the harness sat on the bench for some time as I needed to rebuild it from the ground up and check it statically before it could be fitted into the frame. The first task in renovating the harness was to remove all the tacky old electrical tape so the damage can be truly assessed. Then replacement of the horrid after market crimp connectors with soldered joins and heat shrink fixes most of the connector issues. To assist in frame assembly, I started with the ignition key and instrument wir-ing. Checking the wiring loom reveals that some lengths of cable change colour several times as pieces have been cut away and replace with mis-matched wire in both gauge and colour! So not only did I have to replace connectors, I now also needed to remove the mismatched sections and replace them with one complete single wire, this should improve reliability considerably.

As most of the major connectors were removed by a previous owner, the simple solution was to solder quality bullet connectors in at the points where the original connectors were. To avoid us-ing the automotive style connectors, I managed to source gold plated male and female bullet connectors with rubber sheaths from various electronics suppliers. As sections of the harness are renovated, automotive PVC tubing is slid over the wires where possible. For the large sec-tions with connectors, the PVC is sliced down the axial length and the wiring slid into it or the PVC is fitted before the connector is re-assembled, then the PVC is covered in electrical tape to weather seal it. If needed in future, the harness can be cut open and the wires in the harness will be clean and free of tape gum and dirt.

As progress is made on the wiring harness, resistance checks are done as needed and tests for shorts are made often to verify that no mistakes have been made. The switch gear wiring is tackled midway through the harness rework and it becomes clear that the switchgear has had the same “modifications” as the main harness. When the repairs were done and static checks made, power is applied using a battery charger and all functionality tested. In all, the wiring took around 2 weeks to rebuild from scratch working most nights for a few hours at a time. Installation takes around 20 minutes and to secure the harness I use velcro straps rather than zip ties. An hour later everything is connected and working.

There’s something odd with the handlebars?

On the z650, the cables from the switch gear run inside the handle bars. So after the switch gear wiring is fixed Heather and I feed it into the handle bars. At first it goes well, the switch gear is seated over the wiring hole and screwed into place, then I notice something odd, the length of steel left for the hand grip seams smaller that usual. A quick comparison with the new grips we bought shows 4cm missing from each end of the handle bar? Heather and I engage in a discus-sion on how this is possible, she reminds me that she noticed it when we disassembled the bars. Puzzled, I find another set of similar bars from our spare parts collection and compare them, sure enough, the bars have been cut shorter!

Connectors!

Wiring harness completed.


We decide to purchase a new set of bars with less height and less pullback than the original ones. A trip to a bike shop on the weekend yields a nice set of Daytona Bars and a trial fit by Heather gets the seal of approval to use them. As the bars come with no holes, we assemble the grips, switchgear and clutch first and mark out the hole positions using masking tape. Then we do the same for the throttle side and afterwards ensure that everything lines up correctly. An hour on the griding wheel sees three slots machined.

Some work with a rats tail file cleans the slots up so the wiring will feed through without being damaged, 20 minute later the handlebars are in-stalled and the front end is nearing completion.

Engine & Exhaust

While parts were initially out being powder coated, we also dropped the carburettor bodies and alloy bits over to Specialized Blasting Service to get water blasted. The finish of the parts is best described as “just from the mould”, so on assembly the carburettors look brand new. The carbs are quickly bolted on and effort is them spent getting the throttle cables fitted and oiled ready for use.

During disassembly of the carburettors, the jet sizes where checked against the manual. Instead of there being 102.5 main jets, someone has fitted jets marked “90”. This seams a bit small as the carburettors are fitted with pods and a loud 4 into 1 system. We decide to purchase a new rebuild kit as it will have the correct size jets and new gas-kets, and we can combine jets that we have to re-jet the bike once we have it running and the bugs ironed out. During assembly the float heights are set, the pods fitted and the throttle cable fitted to complete the engine assembly.The largest item left to bolt to the engine is the exhaust system. The original system of the z650B1 was a four into two, this bike has been fitted with a four into one system. Examination of the pipes shows a layer of surface rust on them, after some research Heather suggested using Molasses to clean the pipes. We prepare a large plastic storage container with a 10 parts hot waster to 1 part Molasses mix and leave the header pipes in the mix for two and a half weeks.

Miss-matched length handlebars. Carbs mounted up.

Handlebar slots for wiring.

Molases Tank with parts.

Pipes after molases and pipes being painted.


Heather checks the mix every few days and when the rust is gone, we use a water blaster to clean the pipes down prior to painting them with heatproof paint.

Repainting

After a full day of cleaning and polishing almost all the body parts look great except the side covers. One is “kind of ok” but has a broken grommet mount, the other is painted in under-coat and has the same broken piece. We decide to send the side covers off to get repaired and painted professionally so it would match the rest of the bike. A trip to Springwood yields a painter who can both repair the plastic and repaint both covers.

The only other painted items are the tank and duck tail, the tank looks great and will do for some time yet, however the tail piece has had a hard life and it will be the next painted item.

Final Assembly

The bike is now almost complete except for a few cosmetic items such as blinkers and chrome caps. On examination the following items need to be done some time in the future, seat recover, chrome replating, new blinkers, chrome lower triple clamps, instrument rebuild, fork hard chrome, fork seals and redo the duck tail paint. At some point the wheels will need stainless

spokes and the hubs cleaned up professionally.Despite the list of items left to complete the cosmetic look of the bike, we fit the old blinkers and get a roadworthy! Registration of a solo seat 1977 z650B1 motorcycle is done!After registration we make some short trips

around our suburb to trial the bike. It quickly be-comes apparent that some fine tuning is required as the bike appears to be running very rich and missing. I spend a few hours resetting the float height, fixing the missing and try and tune the air mixture before we take it on a long ride up Mt Mee, over to Kilcoy and back via Mt Glorious. Around 300 klms is done that day and the bike appears to be running with some loss of power and work needed to fix an exhaust leak.On the handling front, the front end appears a little stiff so we plan to replace the fork oil weight to 10W but overall the bike is fun to ride, handles very well and Heather is happy with it despite the occasional miss. During the week the new blink-ers arrive as does the chrome caps for the forks.In the next article, we tackle the engine issues, final cosmetics and plan the remaining work to complete the bike, we also start our next two rebuilds, a 1985 GPz900R and a 1982 GPz1100B2.

Side covers

Assembled bike with owner


C L U B I N F O

VINTAGE JAPANESE MOTORCYCLE CLUB INC

T he VJMC is a worldwide club. There are independent branches in North America (USA/Canada), UK, New Zealand and

Australia. Some enthusiasts are members of more than one branch.

Direct enquiries for overseas branches of the VJMC to:

North America President: Stuart Coving-ton, 55 Howard St, Lunenburg, MA 01462 USA. Website: www.vjmc.org Email: [email protected]

United Kingdom Chairman: Malcolm Linsley, VJMC PO Box 21671 Falkirk, FK1 9AL. Website: www.vjmc.com Email: [email protected]

New Zealand: Ross & Trudy Charlton, 2 Te Miti St, Paekakariki, Wellington. Email: [email protected]

HISTORIC REGONSW CONDITIONAL REGISTRATION Sydney Roadworthy Inspections David Bernardi | (02) 9808 1482 [email protected] other NSW areas contact Lyndon Adams | (02) 4945 1780 [email protected]

ACTStan Perry | (02) 6296 [email protected]

VICTORIA CLUB PERMIT SCHEMEMelbourne Brian Cutler | 0409 024 482Central Vic Graeme Climas | (03) 5446 3844

The club has a sizeable library of magazines, workshop manuals and parts manuals for members to use. Enquires: [email protected]

VJM

C

VJM

C

MA

NU

AL

MA

NU

AL


ACT Canberra

Stan Perry | (02) 6296 7274 [email protected]

NSW Bathurst

Wayne Talbot | (02) 6331 5410 [email protected]

Far North Coast Rob Andrews | (02) 6621 4083 [email protected]

Goulburn Malcolm Peden | (02) 4821 5060 [email protected]

Hunter Vince Foreman | (02) 4973 1852 [email protected]

Mid Hunter Allan Kensit | (02) 4938 7223 [email protected]

Manning Steve Wardle | (02) 6551 5546 [email protected]

Mid North Coast Trevor Ellis | (02) 6655 5911 [email protected]

North West Graeme Tonkin | (02) 6724 8454 [email protected]

Queanbeyan Rob Hogan | (02) 6299 7579 [email protected]

South Coast Patrick Sager | (02) 4473 6191 [email protected]

Sydney David Bernardi | (02) 9808 1482 [email protected]

Sydney South/West Allan Dykstra | (02) 9824 [email protected]

Sydney Inner Steve O’Farrell | (02) 9517 3490 [email protected]

Tamworth Paul Rowling | 0411 696 [email protected]

QUEENSLAND SE Queensland

John McNair | (07) 3133 0191 [email protected]

Sunshine Coast Rob Skewes | (07) 5451 1972 [email protected]

Mackay Peter & Helen Douglas | (07) 4954 3653

VIC Melbourne

Neale Binnion | (03) 9857 5256 [email protected]

Central Victoria Ivan Eeles | (03) 5448 4746 [email protected]

Western VictoriaAlan & Pam Stork | 0401 995 060 [email protected]

SA / WA / TAS Reps needed.

C L U B I N F O

REPRESENTATIVESRegional

CONTACT JEFF EELES(03) 9482 1884 if you are interested in

getting VJMC happening in your area.

M O R E I N F O


C L A S S I F I E D S

WANTEDBidgestone 90 parts wanted. Phone Frank on 02 4975 2920.

WANTEDHONDA CD175K3 & CD90Z parts wanted. Com-plete bikes, basket cases or just bits accepted. Contact: Phil Dawes 0433 569 591. WANTEDHONDA NH125 LEAD & HONDA S110 bikes or parts wanted for restoration projects. Contact: Phil Dawes 0433 569 591.

WANTEDHonda CX500 or CX 650 Silver Wing. Must be in reasonably good nick. Contact Mike Parer 0412 664 427.

WANTEDHonda CB350 K0 (1969) and CB 750 K1 (1971/2). Want both to be restored or original in excellent condition. Contact Tim on 0408 860 403.

WANTEDYamaha YDS2 or YDS3Either restored or unrestored, but must be com-plete and original. Contact 08 9271 2144.

FOR SALEHonda CB250 bikes and parts $2300 ono. ATC70 trike $650. For pictures see the VJMC website classifieds. Contact Terry on 0419 665 186 or via email [email protected]

FOR SALEHonda XL250 Motor Sport. Aug 1975. 16,600km. Engine no SL250E2009988. $2000 ono. Very good original condition. Still in use. Contact Norm on 08 8250 8302 or 0488 769 085.

FOR SALETwo Yamaha XT550s (receipts for over $3,000 spent). Asking $3,000 for both. Located in Greenacre NSW (near Bankstown). Contact: Frank on 0418 642 589.

FOR SALEYamaha DT100cc, Sep 1978. 5000km. Engine no 1x1-020323. $1500. Good original condition. Still in use. Contact Norm on 08 8250 8302 or 0488 769 085.

FOR SALEYamaha 1982 XS1100 Sports Tourer - I have replaced the diaphagm-slide assemblies with new genuine parts,as well as inlet manifolds,needles and seats. New tyres, reupholstered seat in excel-lent original condition, 86,000km, registered 8/2011. Sale price $5,800. Can supply photos to your email address - Contact Greg Ph. 49385898 or 0432 584 757.

WANTED / FOR SALE


C L A S S I F I E D S

FREE TO

LIST

NETBIKES

Motorcycle ONLY AUCTIONS

www.netbikes.com.au

The home of classic motorcycles and parts.

For everything motorcycle. Nothing better.

No Risk Selling. Free to List. Fast and Easy.

The South East QLD VJMC support the Honda CB750 with their “Living In The 70’s Day” at Pro Honda in Rocklea.


SUBS RENEWALANNUAL SUBS VJMC INC

To renew your membership, please com-plete and send this renewal slip with payment, noting any changes to address,

contact details etc. If paying by Direct Credit, this renewal slip must be sent to the Club as confirmation.

Member No

Name

Due Date

Renewal: $40 single, $50 family (up to 4 in household)

Additional Info (address / contact change etc)

Email

I give the VJMC Committe and Reps permis-sion for my contact details to be provided to other membes on request. (Name, phone, email and locality only).

Signed

Date

Cheques / Money orders payable to VJMC Inc, or Direct Credit: VJMC Inc AustraliaBSB 062-801 ACC 10-240-688Please include your member number as detail.

Send to: VJMC Inc PO Box 146 Fairfield VIC 3078

OFFICIAL USE ONLY

Received

Renewal Date

Received $

Cash / Cheque / MO / Direct Credit

Receipt No

Reply Sent

ANNUAL FEES NEW RENEWAustralian residents $45 $40Family (max 4 in household) $55 $50New Zealand $50 $45Overseas $55 $50

Vintage Japanese Motorcycle club www.vjmc.org.au 39

Magazine release dates and deadlines

March / april / May(Feb 1)

June / July / august(May 1)

september / october / november(August 1)

December / January / February(November 1)

U p c o M i N g d A t e s

VJMC Inc AustraliaPO Box 146, Fairfield VIC 3078www.vjmc.org.au

Documents

VJMC #121